JP2007137373A - Power output device, vehicle mounted with the same, and control method of power output device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To quickly deal with a request torque requested to a driving shaft in traveling by interrupting a battery. <P>SOLUTION: A first motor, an engine, a second motor and a driving shaft are connected to the sun gear, carrier and ring gear of a planetary gear mechanism, and a battery is connected through an inverter to two motors so that a hybrid car can be configured. In this case, when the battery is interrupted, feedback control is performed so that the engine can be rotated by target rotational frequency Ne* (S130, S140), and when a deviation between the target rotational frequency Ne* of the engine and current rotational frequency Ne is a predetermined value N1 or more, the inverter is gate-interrupted (S160), and when the deviation is a predetermined value N1 or less, the inverter is controlled so that the request torque Tr* can be output to the driving shaft (S190 to S210). Thus, it is possible to quickly facilitate countermeasures to the request torque Tr* by quickly increasing the rotational frequency Ne of the engine by suppressing the consumption of the counter-electromotive power of the first motor. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a power output device that outputs power to a drive shaft, a vehicle that is mounted with the power output device and that travels with an axle connected to the drive shaft, and a control method for the power output device.

Conventionally, as this type of power output apparatus, a generator and an electric motor are connected to a rotating element of a planetary gear connected to an engine crankshaft, and a battery is connected to an inverter of the generator and the electric motor via a relay. The thing is proposed (for example, refer patent document 1). In this device, when a failure occurs in the battery, the relay is turned off to disconnect the battery from the inverter, and feedback control is performed so that the engine is operated at the set target rotational speed, and a generator is generated along with the operation of the engine. By consuming the counter electromotive force generated by the above-mentioned by the electric motor, it is possible to output power to the drive shaft in a state where the generated energy and the consumed energy are balanced and the battery is shut off.
JP 2003-204606 A

  In the power output device of the type described above, the power output to the drive shaft can be output in a state where the battery is shut off by balancing the power generated by the generator and the energy consumed by the motor. Since the generated back electromotive force depends on the engine speed, sufficient power cannot be output to the drive shaft when the engine speed is low, such as during a transition. Therefore, it is desirable to increase the engine speed to the target speed as quickly as possible. However, depending on the state of equipment (including the motor) that consumes the counter electromotive force of the generator, the counter electromotive torque of the generator increases. This causes a delay in the increase in engine speed.

  The power output device of the present invention, the vehicle equipped with the power output device, and the control method of the power output device are one of the purposes to quickly respond to the power required for the drive shaft when traveling with the power storage means cut off. To do. Further, the power output device of the present invention, the vehicle equipped with the power output device, and the control method of the power output device can properly drive the power power input / output means and the drive circuit of the motor when traveling with the power storage means cut off. One of the purposes is to make a quick transition to

  The power output apparatus of the present invention, a vehicle equipped with the power output apparatus, and a method of controlling the power output apparatus employ the following means in order to achieve at least a part of the above-described object.

The first power output device of the present invention comprises:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
It is connected to the output shaft of the internal combustion engine and the drive shaft, and at least part of the power from the internal combustion engine can be output to the drive shaft by input and output of electric power and power. Power power input / output means capable of generating voltage;
An electric motor capable of inputting and outputting power to the drive shaft;
A first drive circuit for driving the power drive input / output means;
A second drive circuit for driving the electric motor in common with the first drive circuit and a power bus;
Charge / discharge power storage means;
A connection cutoff means for connecting the power storage means to the power buses of the first drive circuit and the second drive circuit so as to be cut off;
A rotational speed detection means for detecting the rotational speed of the internal combustion engine;
Required power setting means for setting required power required for the drive shaft;
When the storage means is shut off from the power bus of the first drive circuit and the second drive circuit by the connection cutoff means, the internal combustion engine is operated so that the detected rotational speed of the internal combustion engine becomes a target rotational speed. And controlling the drive of the electric power power input / output means and the electric motor so that power based on the set required power is output to the drive shaft, and the detected rotational speed of the internal combustion engine is the target rotational speed. At least one of the electric devices including the first drive circuit and the second drive circuit until the detected rotational speed of the internal combustion engine reaches the vicinity of the target rotational speed. The gist of the present invention is to provide a shut-off control means for restricting the drive of the device.

  In the first power output device of the present invention, the required power required for the drive shaft is set, and is connected to the output shaft of the internal combustion engine and the drive shaft. A first drive circuit that drives power power input / output means that can output a part of the power to the drive shaft and can generate a back electromotive force with the operation of the internal combustion engine, and a first drive circuit that drives a motor that can input and output power to the drive shaft. When the power storage means is cut off from the power bus of the two drive circuit, the internal combustion engine is controlled so that the engine speed reaches the target engine speed, and power based on the set required power is output to the drive shaft. The power drive input / output means and the electric motor are driven and controlled, and when the rotational speed of the internal combustion engine is in a low rotational speed range lower than the target rotational speed, the first drive circuit and the first drive circuit until the rotational speed of the internal combustion engine reaches the vicinity of the target rotational speed. Including the second drive circuit At least restrict driving of one device of the electric device. Therefore, since the consumption of the counter electromotive voltage of the power power input / output means caused by the operation of the internal combustion engine can be suppressed, the rotational speed of the internal combustion engine can be increased rapidly. As a result, it is possible to quickly shift to a state in which the power power input / output means and the drive circuit of the electric motor can be appropriately driven when traveling with the power storage means shut off. In addition, the required power can be quickly handled. Here, the “electric device” includes a device that can consume electric power based on the counter electromotive voltage generated by the electric power drive input / output means.

The second power output device of the present invention is:
A power output device that outputs power to a drive shaft,
An internal combustion engine;
It is connected to the output shaft of the internal combustion engine and the drive shaft, and at least part of the power from the internal combustion engine can be output to the drive shaft by input and output of electric power and power. Power power input / output means capable of generating voltage;
An electric motor capable of inputting and outputting power to the drive shaft;
A first drive circuit for driving the power drive input / output means;
A second drive circuit for driving the electric motor in common with the first drive circuit and a power bus;
Charge / discharge power storage means;
A connection cutoff means for connecting the power storage means to the power buses of the first drive circuit and the second drive circuit so as to be cut off;
Voltage detecting means for detecting a voltage between the power buses;
Required power setting means for setting required power required for the drive shaft;
When the storage means is cut off from the power buses of the first drive circuit and the second drive circuit by the connection cutoff means, the detected voltage between the power buses becomes a target voltage and the set required power The internal combustion engine, the power power input / output means, and the electric motor are driven and controlled so that power based on the power is output to the drive shaft, and the detected voltage between the power buses is lower than the target voltage. And a shut-off control means for restricting driving of at least one of the electric devices including the first drive circuit and the second drive circuit until the detected voltage reaches the vicinity of the target voltage. The gist is to provide.

  In the second power output apparatus of the present invention, the required power required for the drive shaft is set, and at least the power from the internal combustion engine is connected to the output shaft and the drive shaft of the internal combustion engine by input and output of electric power and power. A first drive circuit that drives power power input / output means that can output a part of the power to the drive shaft and can generate a back electromotive force with the operation of the internal combustion engine, and a first drive circuit that drives a motor that can input and output power to the drive shaft. When the power storage means is cut off from the power bus of the two drive circuit, the internal combustion engine is controlled so that the engine speed reaches the target engine speed, and power based on the set required power is output to the drive shaft. The power drive input / output means and the electric motor are driven and controlled, and when the rotational speed of the internal combustion engine is in a low rotational speed range lower than the target rotational speed, the first drive circuit and the first drive circuit until the rotational speed of the internal combustion engine reaches near the target rotational speed. Including the second drive circuit At least restrict driving of one device of the electric device. Therefore, consumption of the counter electromotive voltage of the power motive power input / output means caused by the operation of the internal combustion engine can be suppressed, so that the voltage of the power motive power input / output means and the drive circuit of the electric motor can be quickly increased. . As a result, it is possible to quickly shift to a state in which the power power input / output means and the drive circuit of the electric motor can be appropriately driven when traveling with the power storage means shut off. In addition, the required power can be quickly handled. Here, the “electric device” includes a device that can consume electric power based on the counter electromotive voltage generated by the electric power drive input / output means.

  In such a first or second power output apparatus of the present invention, the shut-off control means is means for restricting driving of the first drive circuit and the second drive circuit as restriction of driving of the at least one device. It can also be. In this case, the shut-off control means may be means for shutting off the gates of the first drive circuit and the second drive circuit. In the first or second power output apparatus of the present invention of these aspects, a low voltage system that operates at a voltage lower than that of the power power input / output means and the motor, and generated power from the power power input / output means. Voltage conversion means capable of voltage conversion and supply to the low voltage system, and the shut-off control means is means for restricting driving of the voltage conversion means as restriction of driving of the at least one device. It can also be. Here, the “voltage conversion means” includes a DC / DC converter. In this case, the shut-off control means may be means for stopping the driving of the voltage conversion means. Further, in these cases, the shut-off time control means is means for executing the drive restriction of the first drive circuit and the second drive circuit in preference to the drive restriction of the voltage conversion means. You can also. By so doing, it is possible to suppress a voltage drop in the low voltage system.

  In the first or second power output apparatus of the present invention, the power power input / output means is connected to three shafts of the output shaft, the drive shaft, and the rotating shaft of the internal combustion engine, and any one of the three shafts. It is a means provided with a three-axis power input / output means for inputting / outputting power to the remaining shaft based on power input / output to / from the shaft, and a generator capable of inputting / outputting power to / from the rotating shaft. The power drive input / output means may include a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotation A counter-rotor electric motor that rotates by relative rotation between the child and the second rotor may also be used.

The vehicle of the present invention
The first or second power output device of the present invention according to any one of the aspects described above, that is, basically a power output device that outputs power to the drive shaft, the internal combustion engine, and the internal combustion engine It is connected to the output shaft and the drive shaft, and at least part of the power from the internal combustion engine can be output to the drive shaft by input and output of electric power and power, and a counter electromotive voltage can be generated as the internal combustion engine is operated. Electric power / power input / output means, an electric motor capable of inputting / outputting power to / from the drive shaft, a first drive circuit for driving the electric power / power input / output means, and the electric motor having the first drive circuit and a power bus in common A second drive circuit for driving the battery, a chargeable / dischargeable power storage means, a connection disconnecting means for connecting the power storage means to the power buses of the first drive circuit and the second drive circuit in such a manner that the power storage means can be shut off, A rotational speed detecting means for detecting the rotational speed; Requested power setting means for setting required power required for the driving shaft, and the internal combustion detected when the power storage means is cut off from the power bus of the first drive circuit and the second drive circuit by the connection cut-off means. Driving control of the electric power input / output means and the electric motor is performed so as to control the operation of the internal combustion engine so that the rotational speed of the engine becomes a target rotational speed and to output power based on the set required power to the driving shaft. When the detected rotational speed of the internal combustion engine is in a low rotational speed range lower than the target rotational speed, the first drive circuit and the first drive circuit until the detected rotational speed of the internal combustion engine reaches the vicinity of the target rotational speed. A first power output device comprising a shut-off control means for restricting driving of at least one of the electric devices including the second drive circuit, or a power output device for outputting power to the drive shaft An internal combustion engine, connected to the output shaft of the internal combustion engine and the drive shaft, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power. A power motive power input / output means capable of generating a back electromotive force during the operation of the motor, an electric motor capable of inputting / outputting power to the drive shaft, a first drive circuit for driving the power motive power input / output means, A second driving circuit for driving the electric motor in common with the power bus and the power bus, a chargeable / dischargeable power storage means, and the power storage means can be cut off from the power bus of the first drive circuit and the second drive circuit Disconnection means for connecting to the power bus, voltage detection means for detecting the voltage between the power buses, required power setting means for setting required power required for the drive shaft, and the first drive circuit by the connection cutoff means And the second drive circuit The internal combustion engine and the power so that when the power storage means is cut off from the power bus, the detected voltage between the power buses becomes a target voltage and power based on the set required power is output to the drive shaft. When the power input / output means and the electric motor are driven and controlled and the voltage between the detected power buses is in a low voltage range lower than the target voltage, the first voltage is detected until the detected voltage reaches the vicinity of the target voltage. A second power output device is provided that includes a shut-off control unit that restricts driving of at least one of the electric devices including a drive circuit and the second drive circuit, and an axle is connected to the drive shaft. The main point is to run the car.

  Since the vehicle according to the present invention is equipped with the first or second power output device of the present invention according to any one of the above-described aspects, effects similar to those exhibited by the power output device of the present invention, for example, power storage means When driving in a state where the power is cut off, the power power input / output means and the drive circuit of the motor can be promptly shifted to a state where it can be driven properly, and the required power can be quickly responded. Can do.

The control method of the first power output device of the present invention is:
An internal combustion engine, connected to an output shaft and a drive shaft of the internal combustion engine, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power, along with the operation of the internal combustion engine Power power input / output means capable of generating back electromotive force, an electric motor capable of inputting / outputting power to / from the drive shaft, a first drive circuit for driving the power power input / output means, and the first drive circuit and power A second drive circuit for driving the electric motor with a common bus, chargeable / dischargeable power storage means, and connection disconnection for connecting the power storage means to the power buses of the first drive circuit and the second drive circuit so as to be cut off A power output device control method comprising:
(A) setting required power required for the drive shaft;
(B) Operating the internal combustion engine so that the rotational speed of the internal combustion engine becomes a target rotational speed when the power storage means is shut off from the power bus of the first drive circuit and the second drive circuit by the connection cutoff means. And controlling the drive of the electric power drive input / output means and the electric motor so that power based on the set required power is output to the drive shaft, and the rotational speed of the internal combustion engine is lower than the target rotational speed When in the low speed range, the drive of at least one of the electrical devices including the first drive circuit and the second drive circuit is limited until the speed of the internal combustion engine reaches the vicinity of the target speed. This is the gist.

  According to the control method of the first power output apparatus of the present invention, the required power required for the drive shaft is set, and the internal combustion engine is connected to the output shaft and the drive shaft of the internal combustion engine by input and output of electric power and power. The first drive circuit that drives the power drive input / output means that can output at least a part of the power from the drive shaft to the drive shaft and can generate the back electromotive force with the operation of the internal combustion engine, and the drive shaft can input / output power When the power storage means is cut off from the power bus of the second drive circuit that drives the electric motor, the internal combustion engine is controlled to operate at the target rotational speed and the power based on the set required power is driven by the drive shaft. Until the rotational speed of the internal combustion engine reaches near the target rotational speed when the rotational speed of the internal combustion engine is in a low rotational speed range lower than the target rotational speed. First drive circuit and second At least restrict driving of one device of the electric device including a dynamic circuit. Therefore, since the consumption of the counter electromotive voltage of the power power input / output means caused by the operation of the internal combustion engine can be suppressed, the rotational speed of the internal combustion engine can be increased rapidly. As a result, it is possible to quickly shift to a state in which the power power input / output means and the drive circuit of the electric motor can be appropriately driven when traveling with the power storage means shut off. In addition, the required power can be quickly handled.

The control method of the second power output device of the present invention is:
An internal combustion engine, connected to an output shaft and a drive shaft of the internal combustion engine, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power, along with the operation of the internal combustion engine Power power input / output means capable of generating a back electromotive voltage, an electric motor capable of inputting / outputting power to / from the drive shaft, a first drive circuit for driving the power power input / output means, the first drive circuit and power A second drive circuit for driving the electric motor with a common bus, chargeable / dischargeable power storage means, and connection disconnection for connecting the power storage means to the power buses of the first drive circuit and the second drive circuit so as to be cut off A power output device control method comprising:
(A) setting required power required for the drive shaft;
(B) When the storage means is cut off from the power buses of the first drive circuit and the second drive circuit by the connection cut-off means, the voltage between the power buses becomes a target voltage and the set required power When the internal combustion engine, the power power input / output means, and the electric motor are driven and controlled so that power based on the power is output to the drive shaft, and the voltage between the power buses is in a low voltage range lower than the target voltage The gist is to limit driving of at least one of the electric devices including the first drive circuit and the second drive circuit until the voltage between the power buses reaches the vicinity of the target voltage.

  According to the control method for the second power output apparatus of the present invention, the required power required for the drive shaft is set, and the internal combustion engine is connected to the output shaft and the drive shaft of the internal combustion engine by input and output of electric power and power. The first drive circuit that drives the power drive input / output means that can output at least a part of the power from the drive shaft to the drive shaft and can generate the back electromotive force with the operation of the internal combustion engine, and the drive shaft can input / output power When the power storage means is cut off from the power bus of the second drive circuit that drives the electric motor, the internal combustion engine is controlled to operate at the target rotational speed and the power based on the set required power is driven by the drive shaft. Until the rotational speed of the internal combustion engine reaches near the target rotational speed when the rotational speed of the internal combustion engine is in a low rotational speed range lower than the target rotational speed. First drive circuit and second At least restrict driving of one device of the electric device including a dynamic circuit. Therefore, consumption of the counter electromotive voltage of the power motive power input / output means caused by the operation of the internal combustion engine can be suppressed, so that the voltage of the power motive power input / output means and the drive circuit of the electric motor can be quickly increased. . As a result, it is possible to quickly shift to a state in which the power power input / output means and the drive circuit of the electric motor can be appropriately driven when traveling with the power storage means shut off. In addition, the required power can be quickly handled.

  Next, the best mode for carrying out the present invention will be described using examples.

  FIG. 1 is a block diagram showing an outline of the configuration of a hybrid vehicle 20 equipped with a power output apparatus according to an embodiment of the present invention. FIG. 2 is a block diagram showing the outline of the configuration of an electric drive system including motors MG1 and MG2. FIG. As shown in FIG. 1, the hybrid vehicle 20 according to the embodiment includes an engine 22, a three-shaft power distribution and integration mechanism 30 connected to a crankshaft 26 as an output shaft of the engine 22 via a damper 28, A motor MG1 capable of generating electricity connected to the distribution integration mechanism 30, a motor MG2 connected to a ring gear shaft 32a as a drive shaft connected to the power distribution integration mechanism 30 via a reduction gear 35, and a direct current to an alternating current Inverters 41 and 42 that can be converted to and supplied to the motors MG1 and MG2, a booster circuit 55 that converts the voltage of the power from the battery 50 and can be supplied to the inverters 41 and 42, a battery 50 and a booster circuit 55, A system main relay 56 interposed in the vehicle, and a hybrid electronic control unit 70 for controlling the entire power output apparatus.

  The engine 22 is an internal combustion engine that outputs power using a hydrocarbon-based fuel such as gasoline or light oil, and an engine electronic control unit (hereinafter referred to as an engine ECU) that receives signals from various sensors that detect the operating state of the engine 22. ) 24 is subjected to operation control such as fuel injection control, ignition control, intake air amount adjustment control and the like. The engine ECU 24 is in communication with the hybrid electronic control unit 70, controls the operation of the engine 22 by a control signal from the hybrid electronic control unit 70, and, if necessary, transmits data related to the operating state of the engine 22 to the hybrid electronic control. Output to unit 70.

The power distribution and integration mechanism 30 includes an external gear sun gear 31, an internal gear ring gear 32 arranged concentrically with the sun gear 31, a plurality of pinion gears 33 that mesh with the sun gear 31 and mesh with the ring gear 32, A planetary gear mechanism is provided that includes a carrier 34 that holds a plurality of pinion gears 33 so as to rotate and revolve, and that performs differential action using the sun gear 31, the ring gear 32, and the carrier 34 as rotational elements. In the power distribution and integration mechanism 30, the crankshaft 26 of the engine 22 is connected to the carrier 34, the motor MG1 is connected to the sun gear 31, and the reduction gear 35 is connected to the ring gear 32 via the ring gear shaft 32a. When functioning as a generator, power from the engine 22 input from the carrier 34 is distributed according to the gear ratio between the sun gear 31 side and the ring gear 32 side, and when the motor MG1 functions as an electric motor, the engine input from the carrier 34 The power from 22 and the power from the motor MG1 input from the sun gear 31 are integrated and output to the ring gear 32 side. The power output to the ring gear 32 is finally output from the ring gear shaft 32a to the drive wheels 63a and 63b of the vehicle via the gear mechanism 60 and the differential gear 62.

  Each of the motor MG1 and the motor MG2 is configured as a known synchronous generator motor including a rotor having a permanent magnet attached to an outer surface and a stator around which a three-phase coil is wound. The inverters 41 and 42 include six transistors T11 to T16 and T21 to T26 and six diodes D11 to D16 and D21 to D26 connected in parallel to the transistors T11 to T16 and T21 to T26 in the reverse direction. Two transistors T11 to T16 and T21 to T26 are arranged in pairs so that each of the inverters 41 and 42 serves as a source side and a sink side with respect to the positive electrode bus 54a and the negative electrode bus 54b shared by the power line 54. Each of the three-phase coils (U-phase, V-phase, W-phase) of the motors MG1, MG2 is connected to each connection point between the paired transistors. Therefore, a rotating magnetic field is formed in the three-phase coil by controlling the on-time ratios of the transistors T11 to T16 and T21 to T26 that make a pair while a voltage is acting between the positive electrode bus 14a and the negative electrode bus 14b. The motors MG1, MG2 can be driven to rotate. Since the inverters 41 and 42 share the positive electrode bus 54a and the negative electrode bus 54b, the electric power generated by either the motor MG1 or MG2 can be supplied to another motor. A smoothing capacitor 57 is connected to the positive bus 54a and the negative bus 54b. The motors MG1 and MG2 are both driven and controlled by a motor electronic control unit (hereinafter referred to as a motor ECU) 40. The motor ECU 40 detects signals necessary for driving and controlling the motors MG1 and MG2, such as signals from rotational position detection sensors 43 and 44 that detect the rotational positions of the rotors of the motors MG1 and MG2, and current sensors (not shown). The phase current applied to the motors MG1 and MG2 to be applied is input, and a switching control signal to the inverters 41 and 42 is output from the motor ECU 40. The motor ECU 40 is in communication with the hybrid electronic control unit 70, controls the driving of the motors MG1 and MG2 by a control signal from the hybrid electronic control unit 70, and, if necessary, data on the operating state of the motors MG1 and MG2. Output to the hybrid electronic control unit 70.

  As shown in FIG. 2, the booster circuit 55 includes two transistors T31 and T32, two diodes D31 and D32 connected in parallel to the transistors T31 and T32 in the reverse direction, and a reactor L. The two transistors T31 and T32 are connected to the positive bus 54a and the negative bus 54b of the inverters 41 and 42, respectively, and the reactor L is connected to the connection point. Further, a positive terminal and a negative terminal of battery 50 are connected to reactor L and negative bus 54b, respectively. Therefore, by turning on / off the transistors T31 and T32, the voltage of the DC power of the battery 50 is boosted and supplied to the inverters 41 and 42, or the DC voltage acting on the positive bus 54a and the negative bus 54b is lowered. The battery 50 can be charged. A smoothing capacitor 57 is connected to the reactor L and the negative electrode bus 54b, and a low voltage battery 68 capable of supplying power to an auxiliary machine (not shown) via a DC / DC converter 66 is connected. .

The battery 50 is managed by a battery electronic control unit (hereinafter referred to as a battery ECU) 52. The battery ECU 52 receives signals necessary for managing the battery 50, for example, a voltage between terminals from a voltage sensor (not shown) installed between the terminals of the battery 50, and a power line 54 connected to the output terminal of the battery 50. The charging / discharging current from the attached current sensor (not shown), the battery temperature Tb from the temperature sensor 51 attached to the battery 50, and the like are input. Output to the control unit 70. The battery ECU 52 also calculates the remaining capacity (SOC) based on the integrated value of the charge / discharge current detected by the current sensor in order to manage the battery 50.

  The hybrid electronic control unit 70 is configured as a microprocessor centered on the CPU 72, and in addition to the CPU 72, a ROM 74 for storing processing programs, a RAM 76 for temporarily storing data, an input / output port and communication not shown. And a port. The hybrid electronic control unit 70 includes a capacitor voltage Vc from the voltage sensor 58 attached between the terminals of the capacitor 57, an ignition signal from the ignition switch 80, and a shift position sensor 82 that detects the operation position of the shift lever 81. From the shift position SP, the accelerator opening Acc from the accelerator pedal position sensor 84 that detects the depression amount of the accelerator pedal 83, the brake pedal position BP from the brake pedal position sensor 86 that detects the depression amount of the brake pedal 85, and the vehicle speed sensor 88 Vehicle speed V and the like are input through the input port. Also, from the hybrid electronic control unit 70, a drive signal to the system main relay 56, a switching control signal to the switching element of the booster circuit 55, a switching control signal to the switching element of the DC / DC converter 66, and the like are output from the output port. Is being output via. As described above, the hybrid electronic control unit 70 is connected to the engine ECU 24, the motor ECU 40, and the battery ECU 52 via the communication port, and exchanges various control signals and data with the engine ECU 24, the motor ECU 40, and the battery ECU 52. ing.

  The hybrid vehicle 20 of the embodiment thus configured calculates the required torque to be output to the ring gear shaft 32a as the drive shaft based on the accelerator opening Acc and the vehicle speed V corresponding to the depression amount of the accelerator pedal 83 by the driver. Then, the operation of the engine 22, the motor MG1, and the motor MG2 is controlled so that the required power corresponding to the required torque is output to the ring gear shaft 32a. As operation control of the engine 22, the motor MG1, and the motor MG2, the operation of the engine 22 is controlled so that power corresponding to the required power is output from the engine 22, and all of the power output from the engine 22 is the power distribution and integration mechanism 30. Torque conversion operation mode for driving and controlling the motor MG1 and the motor MG2 so that the torque is converted by the motor MG1 and the motor MG2 and output to the ring gear shaft 32a, and the required power and the power required for charging and discharging the battery 50. The engine 22 is operated and controlled so that suitable power is output from the engine 22, and all or part of the power output from the engine 22 with charging / discharging of the battery 50 is the power distribution and integration mechanism 30, the motor MG1, and the motor. The required power is converted to the ring gear shaft 32 with torque conversion by MG2. Charge / discharge operation mode in which the motor MG1 and the motor MG2 are driven and controlled to be output to each other, and a motor operation mode in which the operation of the engine 22 is stopped and the power corresponding to the required power from the motor MG2 is output to the ring gear shaft 32a. and so on.

  Next, the operation of the hybrid vehicle 20 of the embodiment configured as described above, particularly when traveling with the battery 50 disconnected from the inverters 41 and 42 by turning off the system main relay 56 due to an abnormality in the battery 50 or the like. Will be described. FIG. 3 is a flowchart illustrating an example of a battery shut-off control routine executed by the hybrid electronic control unit 70. This routine is repeatedly executed every predetermined time (for example, every several msec) when the battery 50 is disconnected from the inverters 41 and 42.

  When the battery cut-off control routine is executed, first, the CPU 72 of the hybrid electronic control unit 70 first determines the accelerator opening Acc from the accelerator pedal position sensor 84, the vehicle speed V from the vehicle speed sensor 88, and the rotational speed of the motors MG1 and MG2. Nm1, Nm2, the rotational speed Ne of the engine 22, the capacitor voltage Vc from the voltage sensor 58, and the like are input (step S100). Here, the rotation speed Ne of the engine 22 is detected by a rotation speed sensor (not shown) attached to the crankshaft 26 of the engine 22 and input from the engine ECU 24 by communication. Further, the rotational speeds Nm1 and Nm2 of the motors MG1 and MG2 are input from the motor ECU 40 by communication from those calculated based on the rotational positions of the rotors of the motors MG1 and MG2 detected by the rotational position detection sensors 43 and 44. It was supposed to be.

  When the data is thus input, the required torque Tr * to be output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b as the torque required for the vehicle based on the input accelerator opening Acc and the vehicle speed V. Is set (step S110). In the embodiment, the required torque Tr * is determined in advance by storing the relationship between the accelerator opening Acc, the vehicle speed V, and the required torque Tr * in the ROM 74 as a required torque setting map, and the accelerator opening Acc, the vehicle speed V, , The corresponding required torque Tr * is derived and set from the stored map. FIG. 4 shows an example of the required torque setting map.

  Subsequently, the target voltage Vc * of the capacitor 57 is set (step S120). FIG. 5 shows an example of the relationship between the capacitor voltage Vc and the rotation speed and torque of the motor MG1. As shown in the figure, it is understood that the power (generated power) that can be regenerated by the motor MG1 is determined by the level of the capacitor voltage Vc. Since the motor MG2 consumes the electric power generated by the motor MG1 and outputs torque, the capacitor voltage Vc determines the region of torque that can be output to the ring gear shaft 32a as the drive shaft. In the embodiment, the target voltage Vc * is stored in the ROM 74 as a map by previously obtaining the relationship between the required torque Tr * and the target voltage Vc * so that the target voltage Vc * tends to increase as the required torque Tr * increases. When the required torque Tr * is given, the corresponding target voltage Vc * is derived from the map and set. Of course, the target voltage Vc * may be set to a predetermined value regardless of the required torque Tr *.

  Then, the target rotational speed Ne * of the engine 22 is set (step S130). Here, the target rotational speed Ne * is set, for example, because the counter electromotive voltage generated in the motor MG1 is uniquely determined by the rotational speed Nm1 of the motor MG1, and this acts on the capacitor 57. Therefore, the target voltage Vc * of the capacitor 57 is set. Is set based on the target rotational speed Nm1 * of the motor MG1, and based on the set target rotational speed Nm1 *, the vehicle speed V, and the gear ratio ρ of the power distribution and integration mechanism 30, the target rotational speed of the engine 22 is expressed by the following equation (1). This can be done by calculating and setting the number Ne *. FIG. 6 is a collinear diagram showing the dynamic relationship between the rotational speed and torque in the rotating elements of the power distribution and integration mechanism 30. As shown in FIG. In the figure, the left S-axis indicates the rotation speed of the sun gear 31 that is the rotation speed Nm1 of the motor MG1, the C-axis indicates the rotation speed of the carrier 34 that is the rotation speed Ne of the engine 22, and the R-axis indicates the rotation speed of the motor MG2. The rotational speed Nr of the ring gear 32 obtained by dividing the number Nm2 by the gear ratio Gr of the reduction gear 35 is shown. Equation (1) can be easily derived using the alignment chart of FIG. Note that the two thick arrows on the R axis in FIG. 6 indicate the torque transmitted from the motor MG1 to the ring gear shaft 32a when the engine 22 is operating at the target rotational speed Ne *. The torque Tm2 * output from the motor MG2 indicates the torque acting on the ring gear shaft 32a via the reduction gear 35. Expression (1) can be easily derived by using this alignment chart.

  Ne * ＝ Nm1 * ・ ρ / (1 + ρ) + (Nm2 / Gr) / (1 + ρ) (1)

  When the target rotational speed Ne * of the engine 22 is set, the target torque Te * to be output from the engine 22 is set and set by the following equation (2) based on the set target rotational speed Ne * and the current rotational speed Ne. The target torque Te * thus transmitted is transmitted to the engine ECU 24 (step S140). Here, Expression (2) is a relational expression in feedback control for rotating the engine 22 at the target rotational speed Ne *. In Expression (2), “k1” indicates the gain of the proportional term, and “k2”. Indicates the gain of the integral term. The engine ECU 24 that has received the target torque Te * performs control such as fuel injection control and ignition control in the engine 22 so that the engine 22 is operated at the target torque Te *.

  Te * ＝ k1 (Ne-Ne *) ＋ k2 ∫ (Ne-Ne *) dt (2)

  Next, the deviation (Ne * -Ne) between the target rotational speed Ne * of the engine 22 and the current rotational speed Ne is compared with a predetermined value N1 (step S150). Here, the predetermined value N1 is determined as a value in the vicinity of the value 0 such as 500 rpm so that sufficient torque can be output from the motor MG1 and the motor MG2. When the deviation (Ne * −Ne) is equal to or greater than the predetermined value N1, the inverters 41 and 42 of the motors MG1 and MG2 are shut off (step S160), and the deviation (Ne) between the target rotation speed Ne * and the current rotation speed Ne. * -Ne) is compared with a predetermined value N2 (step S170), and if the deviation (Ne * -Ne) is determined to be greater than or equal to the predetermined value N2, the DC / DC converter 66 is further stopped (step S180), When this routine is finished and the deviation (Ne * −Ne) is determined to be less than the predetermined value N2, the output voltage Vout of the DC / DC converter 66 is set based on the power required for the low-voltage battery 68 (step) In step S220, the DC / DC converter 66 is driven and controlled with the set output voltage Vout (step S230), and this routine ends. Here, the predetermined value N2 is set to a value larger than the predetermined value N1, for example, 1000 rpm or 1500 rpm. Therefore, the gate cut-off of the inverters 41 and 42 is executed with priority over the stop of the DC / DC converter 66. Thus, based on the deviation (Ne * −Ne) between the target rotational speed Ne * of the engine 22 and the current rotational speed Ne, the inverters 41 and 42 of the motors MG1 and MG2 are shut off and the DC / DC converter 66 is turned off. By stopping, the counter electromotive force of the motor MG1 is prevented from being consumed during a transition until the engine speed Ne of the engine 22 increases toward the target engine speed Ne *, and the counter electromotive torque of the motor MG1 is increased. Therefore, the increase in the rotational speed Ne of the engine 22 is promoted. As a result, the rotational speed Ne of the engine 22 can be quickly shifted to a state where a sufficient torque can be output from the motors MG1, MG2, so that the required torque Tr * can be dealt with more quickly. Moreover, the gate cut-off of the inverters 41 and 42 is executed with priority over the stop of the DC / DC converter 66 to suppress the voltage drop of the low voltage system and avoid the rise of the low voltage battery 68 and the malfunction of the auxiliary machine. It is to do.

  When the deviation (Ne * −Ne) between the target rotational speed Ne * and the current rotational speed Ne is determined to be less than the predetermined value N1 in step S150, a state where a sufficient torque can be output from the motor MG1 or the motor MG2. Therefore, based on the capacitor voltage Vc and the target voltage Vc *, the input / output limit Wio as the power to be input / output to / from the capacitor 57 is set by the following equation (3) (step S190). Here, Expression (3) is a relational expression in feedback control for making the capacitor voltage Vc coincide with the target voltage Vc *. In Expression (3), “k3” indicates the gain of the proportional term, and “k4” Indicates the gain of the integral term.

  Wio ＝ k3 (Vc−Vc *) ＋ k4∫ (Vc−Vc *) dt (3)

  When the input / output restriction Wio is set, the torque command Tm1 * to be output from the motor MG1 and the torque command Tm2 * to be output from the motor MG2 satisfying the following equations (4) and (5) are set (step S200). The set torque commands Tm1 * and Tm2 * are transmitted to the motor ECU 40 (step S210). Here, the expression (4) is a relationship in which the sum of the torques output from the motor MG1 and the motor MG2 to the ring gear shaft 32a serving as the drive shaft becomes the required torque Tr *, and the expression (5) is the relationship between the motor MG1 and the motor This is a relationship in which the sum of the power input and output by MG2 becomes the input / output limit Wio. FIG. 7 shows how the torque command Tm1 * for the motor MG1 and the torque command Tm2 * for the motor MG2 are set. As shown in the figure, the torque commands Tm1 * and Tm2 * can be obtained as torques (T1 and T2 in the figure) at the intersections between the line satisfying the relationship of the equation (4) and the line satisfying the relationship of the equation (5). . The motor ECU 40 that has received the torque commands Tm1 * and Tm2 * performs switching control of the switching elements of the inverters 41 and 42 so that torque corresponding to the torque commands Tm1 * and Tm2 * is output from the motors MG1 and MG2. Then, the output voltage Vout of the DC / DC converter 66 is set (step S220), the DC / DC converter 66 is driven and controlled with the set output voltage Vout (step S230), and this routine is finished.

-Tm1 * / ρ + Tm2 * ・ Gr = Tr * (4)
Tm1 * ・ Nm1 ＋ Tm2 * ・ Nm2 ＝ Wio (5)

  According to the hybrid vehicle 20 of the embodiment described above, when the battery 50 is cut off from the inverters 41 and 42, the engine 22 is feedback-controlled so that the engine speed Ne matches the target engine speed Ne *. When the rotational speed Ne of the motor 22 is smaller than the target rotational speed Ne *, the inverters 41 and 42 of the motors MG1 and MG2 are gated or the DC / DC converter 66 is turned on until the rotational speed Ne rises to the vicinity of the target rotational speed Ne *. The inverters 41 and 42 of the motors MG1 and MG2 are controlled so that the torque based on the required torque Tr * is output to the drive shaft before the engine speed Ne reaches the vicinity of the target engine speed Ne *. Compared with the motor, the speed Ne of the engine 22 is quickly increased and the motors MG1 and MG2 sufficiently It can quickly shift to a state that can be run by outputting a torque. As a result, when traveling with the battery 50 cut off, the required torque Tr * can be quickly stagnated. In addition, since the gates of the inverters 41 and 42 are prioritized over the stop of the DC / DC converter 66, the voltage drop of the low voltage system is prevented to suppress the rise of the low voltage battery 68 and the malfunction of the auxiliary machine. Can do.

  In the hybrid vehicle 20 of the embodiment, when the deviation between the target rotational speed Ne * of the engine 22 and the current rotational speed Ne is equal to or greater than a predetermined value N1, the inverters 41 and 42 of the motors MG1 and MG2 are gate-cut off. The inverters 41 and 42 may be subjected to switching control by limiting the torque output from the motors MG1 and MG2 instead of shutting off the gate. In this case, for example, an upper limit value of the torque output to the ring gear shaft 32a may be determined and the required torque Tr * may be guarded with the upper limit value. In the hybrid vehicle 20 of the embodiment, the DC / DC converter 66 is stopped when the deviation between the target rotational speed Ne * of the engine 22 and the current rotational speed Ne is equal to or greater than a predetermined value N2, but the output voltage Vout The DC / DC converter 66 may be driven with the upper limit limited.

  In the hybrid vehicle 20 of the embodiment, when the deviation (Ne * −Ne) between the target rotational speed Ne * of the engine 22 and the current rotational speed Ne is not less than a predetermined value N1 and less than the predetermined value N2, the gates of the inverters 41 and 42 are shut off. When the deviation (Ne * −Ne) is equal to or greater than the predetermined value N2, the DC / DC converter 66 is stopped in addition to the gate cutoff of the inverters 41 and 42. However, the deviation (Ne * −Ne) ) May be configured to shut off the inverters 41 and 42 and stop the DC / DC converter 66 and to stop the DC / DC converter 66 regardless of the deviation (Ne * −Ne). It does not matter.

  In the hybrid vehicle 20 of the embodiment, the inverters 41 and 42 are gated off and the DC / DC converter 66 is stopped based on the deviation (Ne * −Ne) between the target rotational speed Ne * of the engine 22 and the current rotational speed Ne. However, the inverters 41 and 42 may be shut off or the DC / DC converter 66 may be stopped based on the deviation between the target voltage Vc * of the capacitor 57 and the capacitor voltage Vc. In this case, instead of step S150 in the battery shut-off control routine of FIG. 3, a process for determining whether or not the deviation (Vc * −Vc) between the target voltage Vc * of the capacitor 57 and the capacitor voltage Vc is less than a predetermined value V1. It is only necessary to execute a process of determining whether or not the deviation (Vc * −Vc) between the target voltage Vc * of the capacitor 57 and the capacitor voltage Vc is less than a predetermined value V2, instead of step S170. The predetermined value V1 is determined as a sufficient value for outputting torque corresponding to the required torque Tr * from the motor MG1 or the motor MG2, and the predetermined value V2 is set to a value larger than the predetermined value V1. can do.

  In the hybrid vehicle 20 of the embodiment, the rotation speed Ne of the engine 22 is rapidly increased to the target rotation speed Ne * by shutting off the gates of the inverters 41 and 42 and stopping the DC / DC converter 66. However, the present invention is not limited to this, and the driving of other electrical devices that can exchange power with the power line 54 may be limited (for example, the inverter that drives the air compressor is gate-cut).

  In the hybrid vehicle 20 of the embodiment, the power of the motor MG2 is shifted by the reduction gear 35 and output to the ring gear shaft 32a. However, as illustrated in the hybrid vehicle 120 of the modified example of FIG. May be connected to an axle (an axle connected to the wheels 64a and 64b in FIG. 8) different from an axle to which the ring gear shaft 32a is connected (an axle to which the drive wheels 63a and 63b are connected).

  In the hybrid vehicle 20 of the embodiment, the power of the engine 22 is output to the ring gear shaft 32a as the drive shaft connected to the drive wheels 63a and 63b via the power distribution and integration mechanism 30, but the modified example of FIG. The hybrid vehicle 220 includes an inner rotor 232 connected to the crankshaft 26 of the engine 22 and an outer rotor 234 connected to a drive shaft that outputs power to the drive wheels 63a and 63b. A counter-rotor motor 230 that transmits a part of the power to the drive shaft and converts the remaining power into electric power may be provided.

  The best mode for carrying out the present invention has been described with reference to the embodiments. However, the present invention is not limited to these embodiments, and various modifications can be made without departing from the gist of the present invention. Of course, it can be implemented in the form.

  The present invention is applicable to the automobile industry, the power output device manufacturing industry, and the like.

1 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 20 equipped with a power output apparatus as an embodiment of the present invention. It is a block diagram which shows the outline of a structure of the electric drive system containing motor MG1, MG2. It is a flowchart which shows an example of the control routine at the time of the battery interruption | blocking performed by the hybrid electronic control unit 70 of the hybrid vehicle 20 of an Example. It is explanatory drawing which shows an example of the map for request | requirement torque setting. It is explanatory drawing which shows an example of the relationship between the capacitor | condenser voltage Vc, the rotation speed of the motor MG1, and a torque. 4 is an alignment chart showing an example of a dynamic relationship between the number of rotations and torque in a rotating element of the power distribution and integration mechanism 30. FIG. It is explanatory drawing which shows the mode of setting of torque instruction Tm1 *, Tm2 * of motor MG1, MG2. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 120 according to a modification. FIG. 11 is a configuration diagram showing an outline of a configuration of a hybrid vehicle 220 of a modified example.

Explanation of symbols

20, 120, 220 Hybrid vehicle, 22 engine, 24 engine electronic control unit (engine ECU), 26 crankshaft, 28 damper, 30 power distribution integration mechanism, 31 sun gear, 32 ring gear, 32a ring gear shaft, 33 pinion gear, 34 carrier , 35, reduction gear, 40 motor electronic control unit (motor ECU), 41, 42 inverter, 43, 44 rotational position detection sensor, 50 battery, 51 temperature sensor, 52 battery electronic control unit (battery ECU), 54 electric power Line, 54a Positive bus, 54b Negative bus, 55 Boost circuit, 56 System main relay, 57, 59 Capacitor, 58 Voltage sensor, 60 Gear mechanism, 62 Differential gear, 63a, 63b Drive wheel, 64a, 64b Wheel, 66 DC / DC converter, 68 low voltage battery, 70 hybrid electronic control unit, 72 CPU, 74 ROM, 76 RAM, 80 ignition switch, 81 shift lever, 82 shift position sensor, 83 accelerator pedal, 84 accelerator pedal position sensor, 85 brake Pedal, 86 Brake pedal position sensor, 88 Vehicle speed sensor, 230 Counter rotor motor, 232 Inner rotor 234 Outer rotor, MG1, MG2 motor, T11-T16, T21-T26, T31, T32 Transistors, D11-D16, D21-D26, D31, D32 Diode.

Claims (13)

A power output device that outputs power to a drive shaft,
An internal combustion engine;
It is connected to the output shaft of the internal combustion engine and the drive shaft, and at least part of the power from the internal combustion engine can be output to the drive shaft by input and output of electric power and power. Power power input / output means capable of generating voltage;
An electric motor capable of inputting and outputting power to the drive shaft;
A first drive circuit for driving the power drive input / output means;
A second drive circuit for driving the electric motor in common with the first drive circuit and a power bus;
Charge / discharge power storage means;
A connection cutoff means for connecting the power storage means to the power buses of the first drive circuit and the second drive circuit so as to be cut off;
A rotational speed detection means for detecting the rotational speed of the internal combustion engine;
Required power setting means for setting required power required for the drive shaft;
When the storage means is shut off from the power bus of the first drive circuit and the second drive circuit by the connection cutoff means, the internal combustion engine is operated so that the detected rotational speed of the internal combustion engine becomes a target rotational speed. And controlling the drive of the electric power power input / output means and the electric motor so that power based on the set required power is output to the drive shaft, and the detected rotational speed of the internal combustion engine is the target rotational speed. At least one of the electric devices including the first drive circuit and the second drive circuit until the detected rotational speed of the internal combustion engine reaches the vicinity of the target rotational speed. A power output device comprising: a shut-off control means for restricting driving of the device. A power output device that outputs power to a drive shaft,
An internal combustion engine;
It is connected to the output shaft of the internal combustion engine and the drive shaft, and at least part of the power from the internal combustion engine can be output to the drive shaft by input and output of electric power and power. Power power input / output means capable of generating voltage;
An electric motor capable of inputting and outputting power to the drive shaft;
A first drive circuit for driving the power drive input / output means;
A second drive circuit for driving the electric motor in common with the first drive circuit and a power bus;
Charge / discharge power storage means;
A connection cutoff means for connecting the power storage means to the power buses of the first drive circuit and the second drive circuit so as to be cut off;
Voltage detecting means for detecting a voltage between the power buses;
Required power setting means for setting required power required for the drive shaft;
When the storage means is cut off from the power buses of the first drive circuit and the second drive circuit by the connection cutoff means, the detected voltage between the power buses becomes a target voltage and the set required power The internal combustion engine, the power power input / output means, and the electric motor are driven and controlled so that power based on the power is output to the drive shaft, and the detected voltage between the power buses is lower than the target voltage. And a shut-off control means for restricting driving of at least one of the electric devices including the first drive circuit and the second drive circuit until the detected voltage reaches the vicinity of the target voltage. Power output device provided.   The power output apparatus according to claim 1 or 2, wherein the shut-off control means is means for restricting driving of the first drive circuit and the second drive circuit as restriction of driving of the at least one device.   4. The power output apparatus according to claim 3, wherein the shut-off time control means is means for shutting off the gates of the first drive circuit and the second drive circuit. The power output device according to claim 3 or 4,
A low-voltage system that operates at a lower voltage than the electric power drive input / output means and the electric motor;
Voltage conversion means capable of converting the generated power from the power drive input / output means to voltage and supplying it to the low voltage system;
With
The shut-off control means is means for restricting driving of the voltage converting means as restriction of driving of the at least one device.   6. The power output apparatus according to claim 5, wherein the shut-off control means is means for stopping driving of the voltage conversion means.   The power output apparatus according to claim 5 or 6, wherein the voltage conversion means is a DC / DC converter.   The power according to any one of claims 3 to 7, wherein the shut-off time control means is a means for prioritizing the drive restriction of the voltage conversion means with respect to the drive restriction of the first drive circuit and the second drive circuit. Output device. The power power input / output means is connected to three shafts of the output shaft of the internal combustion engine, the drive shaft, and the rotating shaft, and is used as a remaining shaft based on power input / output to / from any two of the three shafts. The power output device according to any one of claims 1 to 8, wherein the power output device comprises three-axis power input / output means for inputting / outputting power and a generator capable of inputting / outputting power to / from the rotating shaft. The power drive input / output means has a first rotor connected to the output shaft of the internal combustion engine and a second rotor connected to the drive shaft, and the first rotor and the first rotor The power output device according to any one of claims 1 to 8, wherein the power output device is a counter-rotor motor rotating by relative rotation with the two rotors.   A vehicle on which the power output device according to any one of claims 1 to 10 is mounted and an axle is connected to the drive shaft. An internal combustion engine, connected to an output shaft and a drive shaft of the internal combustion engine, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power, along with the operation of the internal combustion engine Power power input / output means capable of generating a back electromotive voltage, an electric motor capable of inputting / outputting power to / from the drive shaft, a first drive circuit for driving the power power input / output means, the first drive circuit and power A second drive circuit for driving the electric motor with a common bus, chargeable / dischargeable power storage means, and connection disconnection for connecting the power storage means to the power buses of the first drive circuit and the second drive circuit so as to be cut off A power output device control method comprising:
(A) setting required power required for the drive shaft;
(B) Operating the internal combustion engine so that the rotational speed of the internal combustion engine becomes a target rotational speed when the power storage means is shut off from the power bus of the first drive circuit and the second drive circuit by the connection cutoff means. And controlling the drive of the electric power drive input / output means and the electric motor so that power based on the set required power is output to the drive shaft, and the rotational speed of the internal combustion engine is lower than the target rotational speed When in the low speed range, the drive of at least one of the electrical devices including the first drive circuit and the second drive circuit is limited until the speed of the internal combustion engine reaches the vicinity of the target speed. Control method of power output device. An internal combustion engine, connected to an output shaft and a drive shaft of the internal combustion engine, and capable of outputting at least part of the power from the internal combustion engine to the drive shaft by input and output of electric power and power, along with the operation of the internal combustion engine Power power input / output means capable of generating a back electromotive voltage, an electric motor capable of inputting / outputting power to / from the drive shaft, a first drive circuit for driving the power power input / output means, the first drive circuit and power A second drive circuit for driving the electric motor with a common bus, chargeable / dischargeable power storage means, and connection disconnection for connecting the power storage means to the power buses of the first drive circuit and the second drive circuit so as to be cut off A power output device control method comprising:
(A) setting required power required for the drive shaft;
(B) When the storage means is cut off from the power buses of the first drive circuit and the second drive circuit by the connection cut-off means, the voltage between the power buses becomes a target voltage and the set required power When the internal combustion engine, the power power input / output means, and the electric motor are driven and controlled so that power based on the power is output to the drive shaft, and the voltage between the power buses is in a low voltage range lower than the target voltage A method for controlling a power output apparatus that restricts driving of at least one of electric devices including the first drive circuit and the second drive circuit until the voltage between the power buses reaches near the target voltage.

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